Shock-absorber for vehicles.



UNITED` STATES PATENT OFFICE.

SETI-I A. BURROWS, F NEW YORK, .1.1, Y., `ASSIGNOII, TO WILLIAM OVERTUN, OF

NEW YDRK, N. Y.

sHocK-Ansonimn Fon VEHICLE-s.

Specification of Letters Patent.

Patented Oct. 8, 1918.

Application led December 29, 1915, Serial No. 69,195. Renewed March 6, 1918. Serial No. 220,873.

To alljilwm concern:

Be 1t known that I, SETH A. BURiiows, a citizen of the United States, and a resident of the city of New York, Little Neck, boi'- ough of Queens, in the county of Queens and State ofNevv York, have invented a new and Improved Shock-Absorber for Vehicles, .of which the following is a full, clear,.4 .and exact description.

" sor-bers which can be easily attached to the spring suspension of an automobile and which will prevent the side sway of the ve hi'cle body with relation to its spring, at the same time serving as a shock to undue reaction of the vehicle suspension.

With the above and other objects in View, tlie nature of which will more fully appear as the description proceeds, the invent-ion consists in the novel construction, comibination and arrangement of parts as herein fully described, illustrated and claimed. In the accompanying drawings, forming part of the application, similar characters-of referenoe indicate corresponding parts in both views.

Figure 1 is a rear elevation of a Ford car suspension provided with an embodiment of my invention; and

Fig. 2 is-a perspective view of the resilient bar or lever.

Referring .to `the drawings, 3 is the vehicle frame suspended from a running gear 4. by a leaf spring 5. the central part of ,which is attached to the body. The ends of the spring are secured by a link 6 to studs 7 forming part of the running gear.

Extending from each side of the frame is a steel bar 8 havingl a loop 9 in the frame thereof, rendering that part of the bar more flexible. Each bar is secured with one end thereof to the frame through the medium of a bracket 10. Notches are provided in the.

frame of the vehicle to receive the corresponding 11p-turned `ends 11 of the bars to prevent any sliding movement of the bars within the brackets. The two bars aline and are substantially in a plane with the running gear 4. 'The free end,12 of each bar is turned clo\i':..\':\rclly and apcrturcd to receive running gear and one'end. of a tension spring 13. The other end of each spring is secured toV the corresponding stud 7. The lower coil of the tension spring sits on the link to prevent the spring from sliding on the stu The tension springs 13 prevent any side sway of the vehicle. When a shock is transmitted through the leaf spring 5 tothe body, the force of restitution Vwhichtries to throw the body 3 has to overcome not only the increasing tension of the springs 18 but also the resistance of the loops 9, where'by the shocks received by the running gear .4 are greatly reduced by means of my device. It will be seen from the drawings that my shock absorber can be easily attached to a vehicle. It is simple in construction and requires little up-keep for there are no complicated parts.

I claim:

1. In combination with a vehicle frame, running gear, and leafl spring having the ends thereof in pivotal .engagement with the bearing on the frame between its ends, a flexible bar extending to each side of said vehicle frame above and along the leaf spring, and atension spring connecting the bar tothe runnin gear.

2. In combination with a vehicle frame, running gear, and leaf spring having the ends thereof iii pivotal engagement with the running gear and bearing on the frame between i's ends, a flexible bar'extending to each sdcv o? said vehicle above and along the leaf .-pi'ing, said bar having a loop `formed in the bony thereof, and a tension spring connecting the bar to the running gear.

In combination with a vehicle frame, running gear, and a leaf spring having the ends thereof in pivotal engagement with the running gear and bearing on the-frame btWeen its ends', a pair of flexible bars each having one end thereof secured to the frame, the other end of each bar extendingaway from the frame, each of said bars having a loop in the body thereof to render said bars more flexible at thc loop, and a tension spring connecting said other end of each bar to the running gear adjacent the pivotal connection of said leaf spring.

4. In combination with a vehicle frame, running gear, and a leaf spring havin Vthe ends thereof in pivotal engagement wit the running gear and bearing on the frame between its ends, a pair of flexible bars eachlll)r having a loop between its ends rendering eneh )ar more fiexlble where the loop 1s formed, means for securing one end of eachi 'bar to the frame, the other end of each bar being directed away from the frame, the two bers lbeing in alinernent and substantially in a plane with the running gear, and a tension spring connecting the said other end of each ruiming gear adjacent the pivote] of the running gear with the leaf of the bar being adapted to be secured to n,

vehicle frame', one of the turned extremities adapted to prevent longitudinal displa ment of the bar, and e tension spring con.- nect-ed to the other turned extremity of the bar and adapted to be secured to the running gear of a vehicle.

In testimony whereof I have signed my naine to this specification in the presence of two subscribing witnesses.

SETH A. BURROWS.

Witnesses:

B. QTOFFE, G. H. EMSLIE. 

